Marine Vessel

ABSTRACT

A marine vessel is defined by multiple modular floatation modules, each of which is defined by a float captured in a frame. Plural floatation modules may be interconnected in a variety of configurations to vary the size and shape of the vessel. A deck is supported on the floatation modules and superstructures may be supported on the deck. The vessel is operable in a first on water mode in which the beam of the vessel is a first width, and in a second on land mode in which the beam is a second width that is narrower than the first width and preferably within the width allowable for towing on roadways. Wheels may be incorporated on the vessel in either the first or second modes or the vessel may be loaded onto a trailer. In one embodiment the vessel has wheels attached to the hull (either permanently or removably) and a trailer hitch assembly is located at the stern of the vessel so the vessel is towed stern-first when towed on land.

RELATED APPLICATION INFORMATION

This application is a continuation in part of U.S. patent application Ser. No. 12/079,456, filed Mar. 27, 2008, which is a nonprovisional application that claims the benefit of U.S. Provisional Patent Application No. 60/995,627, filed Sep. 26, 2007.

TECHNICAL FIELD

This invention relates generally to marine vessels, and more particularly to a modularly designed vessel that incorporates interconnected individual floatation modules which provide floatation for the vessel and support a deck. The vessel may be loaded onto a trailer or adapted with wheels for towing behind a vehicle on a road.

BACKGROUND OF THE INVENTION

There are innumerable designs and types of boats available. Boats that are of an appropriate size may be towed over the road on a trailer. The ability to trailer a boat offers many advantages and gives the boat owner many options for where they use the boat, where it is stored, etc. Indeed, one of the primary factors considered by consumers when purchasing a boat is whether the boat may be towed on a trailer. Many consumers desire large boats for a variety of reasons, including for example the comfort they afford, the ability to sail on extended voyages, and the ability to handle a wider variety of sea conditions. But larger boats often cannot be towed on a trailer because the boat is either too large to meet highway towing requirements, or requires special trip permits. Since they cannot be towed, larger boats are somewhat more limited than their smaller, towable counterparts.

One particularly popular style of boat is a vessel that utilizes pontoons as floats—typically two or more longitudinal pontoons provide floatation and support for a deck and superstructure that is carried on the pontoons. Sometimes, with this type of a vessel designed for recreational use in lakes and the like, the boat is colloquially called a “party barge.” Party barges and other pontoon-floated vessels vary widely in size, but are often quite large, up to 65 feet and more.

As noted previously, larger vessels cannot be towed on trailers because (a) the vessels themselves are too large to be towed except by large trucks, and (b) the vessels are wider than allowable limits on highways and therefore require special permits for towing. For many boat users, these limitations place restrictions on the size of vessel that is available. Many pontoon boats can be towed on trailers. However, the width limitations imposed by regulations (e.g., 8½ feet in width in many states) dictates the width of the boat. This in turn directly affects the proportionate length of the boat, and more importantly, the stability of the vessel.

Despite these and other limitations, vessels floated by pontoons are popular because they allow significant deck space, work in a wide variety of applications, and as a general statement, pontoon boats are more economical than other hull designs. Given the advantages of the general style of pontoon boat construction, there is significant need for vessels having increased versatility.

SUMMARY OF THE INVENTION

The present invention comprises a marine vessel that has a hull constructed in a modular manner that allows for significant versatility in the width and length of the vessel. The structure of the hull also allows for a vessel that is very stable in the water, yet in some embodiments may be towed without special equipment or permits. The deck of the vessel may be configured to adapt many different kinds of superstructure, and in some embodiments may carry recreational vehicles such as trailers, campers and the like.

Illustrated embodiments of the invention comprise numerous objects, improvements and advantages, including:

A vessel in which floatation is provided by plural floatation modules, each module defined by a metallic frame structure that defines a cage configured to retain a float, wherein the frame structure is designed as a series of trusses running both laterally and longitudinally that define an interior space for holding the float.

Plural floatation modules may be bolted together so that a large boat, up to and over 30′ long and 16′ wide can be assembled from a small package of parts that define a kit, with no individual part exceeding about 12′ in length, thereby reducing shipping costs. A deck is fastened to and supported by the floatation modules.

The size of the kit package shipped may be less than 10% of size of the boat, because the floats used for floatation need not be shipped with the package, as they can be sourced locally.

The floats may conveniently be defined by conventional barrels, typically barrels having a capacity of about 55 gallons. Plastic barrels—typically polyethylene—are one preferred type of floats used in the invention.

A hydrodynamically efficient “nose cone” is positioned in front of each row of the floatation modules, that is, at the bow of the boat. The nose cone is flat on top and is also fastened to the deck. The nose cone significantly reduces the water resistance of the vessel and makes the whole structure look and handle much more like a boat.

The entire assembled vessel may be adapted to be transported on a trailer.

Because the basic floatation module is defined by a cage-like metallic frame and one float, which is preferably a barrel that is about 3′ long and 2′ wide, barrels can be easily omitted where the trailer wheels fit. This allows the deck height of the boat while being trailered to stay relatively low in comparison to a conventional pontoon boat where the bottom of the pontoon must sit above the trailer tires.

Because the basic floatation module is a cage-like metallic frame and one float, “wings” can be easily attached to the lateral sides of the main hull. The wings may be hinged to the main hull so they are able to fold up when the vessel is to be transported on the highway, thereby reducing the width of the vessel when the vessel will be towed on the road. When the wings are in the down, or on water position, the width and thus stability of the vessel in water is improved. As one example of dimensions, a boat according to the present invention can be made to trailer down the highway in an on trailer mode with a width of 8½ feet, and be adapted for sailing on the water in an on water mode at 16½ feet wide or even wider.

Because the basic floatation module is preferably a cage-like structure that retains one float, the size of the boat is highly variable and the vessel can be built modularly, as in the manner of an ERECTOR® Set, and can be made to any desired length and width within multiples of the floatation module length and width.

Because the structure of the boat utilizes both lateral and longitudinal trusses to interconnect caged floatation modules, the structure is extremely strong for its weight. This design makes it easy to build a boat that can carry two or more times its weight both on land and on the water.

The truss-based construction used for the hull of the boat is strong enough to allow wheels to be attached directly to a small section of the boat, eliminating the need for a trailer that must distribute the load of the boat across a large area. In the same way a trailer tongue can be attached directly to the front of the boat, again eliminating the need for a trailer to distribute the towing load over a large area of the boat.

The truss-based structure of the hull of the boat is strong enough to allow easy installation of a davit/crane on the deck that can be used to load and unload cargo both on land and on the water.

The vessel is configurable and operable in dual modes: a first on water mode in which the vessel has a first beam width, and a second on land or on trailer mode in which the vessel has a second beam width that is preferably within the width guidelines for allowable trailer travel.

Numerous other additional objects, advantages and benefits of the invention will become apparent from review of the following detailed description and drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will be better understood and its numerous objects and advantages will be apparent by reference to the following detailed description of the invention when taken in conjunction with the following drawings.

FIG. 1 is top perspective view of a first illustrated embodiment of a marine vessel according to the present invention.

FIG. 1A is a bottom perspective view of an individual float structure with an optional nose cone attached to it.

FIG. 2 is bottom perspective view of the marine vessel illustrated in FIG. 1, showing the plural basic floatation modules.

FIG. 3 is a bottom perspective view of a marine vessel constructed according to the present invention, but having a slightly different configuration from the vessel shown in FIGS. 1 and 2 to illustrate the flexible modular construction options.

FIG. 4 is a bottom perspective view of plural individual cage-like structures that are configured and retaining floats, with the floats not shown in the drawing.

FIG. 5 is a bottom perspective view of the vessel shown in FIG. 4, illustrating floats retained in 8 of the 12 cages.

FIG. 6 is a perspective view of one end cap of a cage for a floatation module shown in isolation.

FIG. 7 is a perspective view of the opposite side of the end cap shown in FIG. 6.

FIG. 8 is a perspective view of a single floatation module according to the present invention, with a section of deck on the upper surface of the floatation module, and in this case, the cage structure is shown manufactured from an alternative type of bracing material.

FIG. 9 is an end view of the single floatation module shown in FIG. 8 illustrating one method of attaching a barrel into the cage structure.

FIG. 10 is a perspective view of a third embodiment of a vessel according to the present invention.

FIG. 11 is a cross sectional view taken along the line 11-11 of FIG. 10.

FIG. 12 is a perspective view of the vessel shown in FIG. 3, illustrating lateral wing sections folded onto the deck to reduce the beam of the vessel.

FIG. 13 is a perspective view of one hinge assembly used to connect the wing sections shown in FIG. 12 to the main portion of the vessel's hull.

FIG. 14 is a bottom perspective view of the vessel constructed according to the present invention and shown in FIG. 12, showing the vessel with lateral wings in the down position, and illustrating the vessel as it may be loaded onto a trailer.

FIG. 15 is an upper perspective view of the vessel shown in FIG. 1, showing the lateral wings folded into the up position and showing the vessel loaded onto the trailer.

FIGS. 16 through 19 are views of another alternative embodiment of a vessel according to the present invention in which trailer wheels and a hitch are integral parts of the vessel.

FIG. 16 is an upper perspective view illustrating the vessel according to the invention including integral trailer wheels and a hitch.

FIG. 17 is an upper perspective view of the vessel shown in FIG. 16, showing the vessel from a different angle.

FIG. 18 is a side and slightly elevated view of the vessel shown in FIG. 16.

FIG. 19 is a bottom perspective view of the vessel shown in FIG. 16, illustrating the trailer wheels and floatation modules.

DETAILED DESCRIPTION OF THE ILLUSTRATED EMBODIMENTS

A marine vessel 10 according to the present invention will now be described with reference to the attached drawings. It will be clear from the drawings and the specification that a vessel 10 according to the present invention may take on many different configurations and layouts, due in part to the modular nature of the design. Although there are many variable design considerations, each design nonetheless has certain structural features in common with other designs, and in this specification those structural features are identified in the drawings with like reference numbers. Thus, the bow of vessel 10 is always identified generally with reference number 12; the stern with number 14, the port side with reference number 16 and starboard side 18. Relative directional terms used herein are based upon the geometric center of vessel 10 being the reference point, and with vessel 10 oriented as it would be when floating. Thus, the term “forward” refers generally in the direction toward the bow 12. The term “rearward” or “aft” refers generally in the direction toward the stern 14. “Downward” refers to the direction toward the hull of the vessel, and “upper” or “upwardly” refers to the direction opposite the hull, toward the superstructure (if any) relative to the deck.

With reference now to FIG. 1, vessel 10 and its component structures will be described generally. The hull of vessel 10 is constructed from a plurality of floatation modules 20. As detailed below, each floatation module 20 includes a float 22 that is housed in a cage-like frame, referred to as cage 24, that is defined by a series of interconnected trusses and support members that retain the float with the cage. The term “floatation module” 20 as used herein thus refers to the combination of a cage 24 with a float 22 housed in the cage. It should be noted at the outset that not all cages 24 are necessarily populated with floats 22; there are several vessel designs shown in the drawings and described herein that include several cages 24 from which floats 22 are omitted.

Vessel 10 utilizes plural floatation modules 20, the exact number and location of the floatation modules varying widely depending upon factors such as the intended use for vessel 10, the size of the vessel, the loads the vessel is designed to carry, etc. The plural floatation modules are arranged in rows that extended longitudinally along the length dimension or longitudinal axis of the vessel. A nose cone 26 is generally (but not always) attached to each floatation module at the forward end of a row of floatation modules. The nose cones 26 are hydrodynamically efficient and help vessel 10 move through the water more efficiently. To this end, the nose cones 26 illustrated in the drawings are partially conically shaped units that have a V-shaped forward profile, which is exposed to water as the vessel moves in the forward direction. The upper portion of each nose cone is flat and may be bolted to the underside of the deck panels, as detailed below. It will be appreciated from FIG. 1 that vessel 10 includes plural rows of floatation modules 20 and therefore that each row will include a nose cone 26 at the forward end. Moreover, as seen in FIG. 1, a floatation module located near the stern 14 may also include a nose cone 26 where the forward end of the floatation module is exposed directly to water, as opposed to trailing immediately aft of another adjacent floatation module.

A single nose cone 26 is shown in isolation in FIG. 1A to illustrate the manner in which the nose cone is attached to the overlying deck panel 30, and the cage 24 (which in the illustration of FIG. 1A includes cross bracing) that is positioned immediately aft of the nose cone. The nose cones are optional, and a vessel according to the present invention may be made without nose cones. It will also be appreciated that there are many other designs for nose cones that will suffice when a nose cone is desired. As just one expedient example, a barrel 22 may be turned sideways so that the long axis of the barrel is transverse to the long axis of the vessel and used as a nose cone.

A deck 28 is attached to and covers the floatation modules 20. As shown in FIG. 1, deck 28 may be defined by multiple panels 30, which as detailed below are individually attached to the frame members that define the cages of the floatation modules 20. The deck is substantially flat.

Vessel 10 may include an engine 32, which in the figure is shown as a standard marine outboard engine that is attached to an engine mount 34 attached to the stern 14. An engine is optional, but when used, vessel 10 may include any number of engine types in addition to outboard engines.

The underside of vessel 10 is illustrated in FIG. 2 to better show the plural floatation modules 20. Vessel 10 includes eight rows of floatation modules 20, a row being defined as a series of floatation modules extending along the longitudinal axis of the vessel 10. Herein, a row of floatation modules is identified generally with reference number 36, and the row 36 at the port side of vessel 10 is given reference number 36 a, and the rows starboard of row 36 a are identified with sequential alphabetical references. Thus, the row 36 immediately starboard of row 36 a is row 36 b; the row next to and starboard of row 36 b is row 36 c, and so on. Since vessel 10 in FIG. 2 includes eight rows, the rows are identified with reference numbers 36 a through 36 h. Each row 36 includes plural floatation modules 20. The floatation module located closest to bow 14 is identified with reference number 20 a. The floatation module immediately aft of floatation module 20 a is identified as module 20 b, and so on. Using this naming convention, each floatation module may be independently identified. For example, the floatation module in the aft-most position in row 36 e is floatation module 20 i. That module would be identified specifically herein as: row 36 e, module 20 i. Each row 36 includes one or more nose cones 26—as noted previously, in most instances a nose cone 26 will be attached to any floatation module 20 that is at the leading end of a row that is exposed directly to water when vessel 10 is traveling in the forward direction. Thus, the forward most floatation module 20 a in row 36 a includes a nose cone 26, and the position of that nose cone is given with reference number 26 a. A nose cone 26 is also attached to floatation module 20 c in row 36 a; that nose cone is identified with reference number 26 b. Using the same naming convention defined earlier, nose cone 26 b in row 36 a would be specifically referred to as: row 36 a, nose cone 26 b.

The floatation modules 20 will now be described with reference to FIGS. 4 through 8. As detailed earlier, each floatation module is defined by a cage 24 and a float 22. FIG. 4 illustrates interconnected cages 24, but with the floats 22 not illustrated. The cages 24 define a cage-like frame that is preferably manufactured from aluminum tubes, angles and bars. However, these structural components may be made equally well with other metals such as steel or with composites such as carbon fiber. Each cage 24 includes an end cap 38. Rails 40 interconnect longitudinally adjacent floatation modules 20.

An individual end cap 38 is shown in FIGS. 6 and 7. Each end cap is a generally rectangular structure defined by upper rail 42, lower rail 44, and vertically extending side rails 46 and 48, respectively, all of which are preferably angle iron. The structural materials for the end caps 38 may similarly be manufactured from other structural materials, such as rectangular tubes. The gauge of the materials used for the end caps is selected based upon the necessary strength for the vessel in question. Where steel is used, the truss material may be galvanized if desired. The four rails 42, 44, 46 and 48 are secured together to form the rectangular end cap 38 with bolts, or by welding, or both. It will be appreciated that bolting the various rails and trusses together allows the vessel to be assembled and disassembled very easily. Angular struts 50 and 52 have their opposite ends connected to the rails to provide additional strength. The angular struts are optional and the number and placement of cross bracing such as that exemplified by angular struts 50 and 52 will depend on the strength requirements for the vessel in question. Typically, the angular struts are bolted in place, but could be welded.

An individual cage 24 is defined as a pair of end caps 38 interconnected with longitudinal rails, namely, top rail 54 and bottom rail 56, and optional angular bracing as with struts 50 and 52. Top rail 54 and bottom rail 56 are preferably rectangular tubular rails. An individual floatation module 20 is defined as a cage 24 that has a float 22 retained therein. With reference to FIG. 8, one floatation module 20 is shown in perspective view so that only one top rail 54 and one bottom rail 56 is visible. Angular struts 58 and 60 are provided for added strength and are always present in the preferred embodiments. However, it is possible to build a cage 24 without cross bracing and in this sense the cross braces are considered optional. A deck panel 30 covers the upper side of module 20 and is typically bolted to the longitudinal top rails 54. The deck panel 30 may be any appropriate material such as marine grade plywood, fiberglass, etc., and a single deck panel may be sized to fit only one module, or as illustrated in FIG. 1, one deck panel may be sized to fit several floatation modules. The deck panels may be covered with fabric materials if desired, such as standard indoor/outdoor carpeting.

Turning now to FIGS. 4 and 5, plural individual floatation modules 20 are shown interconnected to define a basic hull 62 for vessel 10. In this sense, and as used herein, the hull 62 is defined as a group of interconnected adjacent floatation modules 20 that forms the basic structures of vessel 10 below the deck 28; it will be appreciated from the drawing figures described so far that a hull 62, as with vessel 10, can have any number and configuration of floatation modules 20. The floatation modules 20 are interconnected into rows 36 with longitudinally extending rails, namely, top rails 64 and bottom rails 66. Each row 36 (there are four rows 36 a through 36 d in FIG. 4) includes a top rail 64 and bottom rail 66 on each side of the row. Rows that abut adjacent rows may be interconnected with a single top rail 64 and a single bottom rail 66. For example, the floatation modules 20 of row 36 d may be connected to the modules of row 36 c with a single top and bottom rail if desired and if structurally sound. The length of rails 64 and 66 is dictated by the number of floatation modules that are interconnected in a row and the rails are bolted or welded to the rails 64 of the floatation modules.

It will be appreciated that as shown in FIG. 4, longitudinally adjacent floatation modules 20 may share a single end cap 38, which thus defines the end cap 38 for each of the affected modules 20. Stated another way, there is a need for only one end cap 38 between longitudinally adjacent cages 24, as shown in FIGS. 4 and 5—the adjacent cages are interconnected with rails 64, 66, and with the decking 30 that overlies the cages.

As noted above, angular struts 58 and 60 are optional. As such, they are not shown in FIGS. 4 and 5.

In FIG. 5, floats 22 are shown in selected cages 24. It is not necessary that each cage includes a float 22; the number of floats is dependent upon the buoyancy required for the vessel, the weight it is designed to carry, the sea conditions it will encounter, and other factors. In FIG. 5, hull 62 includes eight separate floats 22. Again with reference to the naming convention defined above, the forward most float 22 in a row 36 is given reference number 22 a; a trailing float in the same row is identified with the next sequential letter. Thus, in FIG. 5 float 22 b trails float 22 a and would be specifically located with the following nomenclature: row 36 d, float 22 b.

Each float 22 is captured and retained in the cage 24 to define a floatation module 20. With reference to FIG. 8, the cage 24 is sized so that it “captures” the float. Stated another way, the float fits snugly into the interior dimensions of the cage. FIG. 9 illustrates assembly of a cage 24 with a float 22. The peripheral dimensions of float 22 are such that the float fits closely within the confines of the cage 24. In the illustration of FIG. 9, the various top and bottom rails 54 and 56, and side rails 46 and 48 are fabricated from rectangular tubing. The float 22 is retained in the interior of cage 24 by one or more bolts 47 that extend through the cross brace 50 and side rail 46, and into the lip of barrel 22. Once the float is inserted into the cage 24 the barrel is bolted to the end cap with a bolt 47. Although the preferred embodiment has the float captured snuggly in the cage 24, the cage may be oversized relative to the float. Even if the cage is relatively oversized relative to the size of the float, the float will not come out of the cage when the vessel is in the water, due to the buoyancy of the float. And because the float is bolted to at least one end cap 38 with bolts 47, the float will not drop out of the cage when the vessel is on a trailer.

A preferred float 22 is a polyethylene barrel of the type that is commonly available in 55-gallon capacity. This kind of barrel is often used in marine applications, such as floating docks and homes, both permanently and transiently. 55-gallon polyethylene barrels are readily and economically available from many different sources. The barrels are water tight, durable, light, strong, resistant to corrosion and destruction from petrochemicals and most other chemicals, and provide substantial floatation and support for vessel 10. Moreover, used polyethylene barrels are readily available in the secondary market of the food industry, since some regulations mandate that such barrels that carried food products cannot be reused by the food industry. As such, the barrels may be obtained very economically. Nonetheless, it will be appreciated that other kinds of barrels and floats may also be used, including metallic barrels and floats having different geometric configurations.

Preferably, each float 22 may fitted with an air valve such as valve 68 that allows the float to be pressurized to an air pressure that is slightly above atmospheric pressure after the float has been assembled into a cage 24. Valve 68 may be a standard automotive tire type valve stem, which is easily added to the float. After the float is assembled with cage 24, the float may be inflated to 1 or more psi. This increases the rigidity of the float, prevents relative movement between the float and the cage, and provides and easy indicator for a leak in the float. In addition, the floats may be filled with floatation foam if desired. This prevents the floats from being filled with water if they get punctured.

The nose cones 26 are also preferably made of durable polyethylene. The nose cones are enclosed and provide buoyancy and floatation; they may be fitted with an air valve so that the nose cones may be inflated in the same manner as the floats 22. As stated earlier, a barrel may be turned sideways and used as a nose cone, or the nose cone may be left out entirely.

With reference now to FIG. 3, a vessel 10 having a slightly different configuration is shown in a bottom perspective view. In this case, hull 62 is defined by eight rows 36 (i.e., 36 a through 36 h) of floatation modules 20. Rows 36 a, 36 b, 36 g and 36 h each include two floatation modules 20 a and 20 b, and a nose cone 26 a. Rows 36 c and 36 f include four floatation modules 20, and a nose cone on each row. And rows 36 d and 36 e include 6 floatation modules 20 with the forward most module on each row having a nose cone 26. It will be noted that in rows 36 c there is a cage 24 (at position 36 c, 24 c) that does not include a float 22. Also in row 36 f there is a cage 24 (at position 36 f, 24 c) that does not include a float 22. It will be appreciated therefore that as indicated earlier, it is not necessary to include a float 22 in each cage 24; the number of floats depends on factors such as the configuration of hull 62, the size (length and beam) of vessel 10, etc. Also, there is no nose cone 26 on floatation modules 20 c of rows 36 c and 36 f, which illustrates that the nose cones may be omitted from some leading floatation modules.

A peripheral rail 70 is illustrated in FIG. 3 extending around the periphery of vessel 10 at the junction between the upper edges of the outer rows of floatation modules, and extending around the bow 12 of the vessel 10. Although not shown in the view of FIG. 3, peripheral rail 70 also extends around the stern 14 of the vessel. The peripheral rail is a structural rail that is secured to vessel to provide support for a railing system (not shown in the drawing) and to provide a more aesthetic finish for the vessel. In addition, longitudinally extending intermediate rails 72 are added between rows 36. The intermediate rails 72 interconnect and their forward ends 74 to peripheral rail 70. In addition, a bracket 76 is mounted to rail 70 at bow 12—the function of bracket 76 is detailed below.

Nose cones 26 are typically bolted to the end caps 38 and, as shown in FIG. 3, may be bolted to the deck panels 30 that overlie the nose cones.

Turning now to FIG. 10, a different configuration for a vessel 10 according to the present invention is illustrated. In this case, vessel 10 includes four rows 36 of floatation modules 20, each row having four separate modules 20 and each row having a forward nose cone 26. Vessel 10 includes deck panels 30 of varying size, depending upon their location—the deck panels 30 nearest the bow 12 cover the nose cones 26 and three floatation modules 20. In this configuration, peripheral rail 70 is omitted, and longitudinal rails 64 and 66 provide structural strength. In FIG. 11, one preferred method of longitudinally interconnecting and stabilizing two adjacent floatation modules 20 with rail 66 is illustrated, namely, with a bolt 78 extending through longitudinal rail 66 and into vertical side rail 46. It will be appreciated that the location and number of bolts 78 interconnecting the various modules and rails varies depending upon structural requirements for that particular vessel design.

With returning reference to FIG. 2, it may be seen that there are no floats 22 or floatation modules 20 between floatation modules 20 b and 20 c in rows 36 a, 36 b, 36 g and 36 h. Likewise, there are other sections of the hull (in rows 36 c and 36 f) that do not include floats. This illustrates that it is not necessary for all areas of the hull to be supported by floats 22. Moreover, it may be seen that the portions of the hull that are not populated with floats are covered with deck panels 30. Laterally extending supports 80 provide support for the deck 28 and panels 30 are fastened to the supports 80. The laterally extending members of cages 24, such as upper rails 42 further define lateral support members that strengthen the vessel. Also visible in the view of FIG. 2 are angled support members 82, which extend from peripheral rail 70 to a lower support member such as bottom rails 66. The angled support members may be bolted in place or attached at their opposite ends with any type of quick connect coupling or pin.

Although in the preferred embodiment, each floatation module 20 comprises a frame structure that defines a cage 24, and a single float 22, an alternative floatation module may be fabricated that is defined by a frame that is configured to retain more than one float.

As noted previously, the width or beam of a vessel is a determining factor in deciding whether the vessel may be towed on a trailer-most states allow towing a vessel wider than 8½ feet only with a special permit. Many consumers want a boat that can be towed, and necessarily therefore the boat must be no more than the allowable width. Storage of wide boats is also an issue as most garage spaces are designed for the maximum highway legal width of 8.5 feet. The vessel 10 according to the present invention may be configured for operation in dual modalities: a first “on water” mode in which the beam of the vessel is greater than 8½ feet, and a second “on trailer” mode in which the beam of the vessel is no greater than 8½ feet. This is accomplished by providing lateral wing sections on the port and/or starboard sides of the vessel that are foldable between the two modalities.

Turning to FIGS. 12, 13 and 14, a vessel 10 is illustrated showing two lateral wing sections—referred to herein as port wing section 84 and starboard wing section 86 that are hinged to a central or main hull section, given reference number 88. In FIG. 12, vessel 10 is shown in the second or on trailer mode—the port and starboard wing sections 86 and 86 have been folded from the on water mode upwardly (illustrated by arrows A in FIG. 12) into positions where the deck 28 of the wing sections 84 and 86 rests upon the deck 28 of the main hull section 88. The main hull section 88 has four rows 36 of floatation modules (rows 36 c, 36 d, 36 e and 36 f in FIG. 14) and each wing section 84 and 86 includes two rows 36 of floatation modules (rows 36 a, 36 b for wing section 84, and rows 36 g, 36 h for wing section 86). Accordingly, when the two wing sections are folded into the on trailer position as shown with arrows A in FIG. 12, the wing sections lie flat on the deck 28 as illustrated.

The beam of vessel 10 in the on trailer mode is determined by the width and number of rows 36 of floatation modules 20. In a preferred size, each floatation module is approximately 2 feet wide, in which case the width of main hull section 88 is about 8 feet. The beam of vessel 10 in the on trailer mode is thus about 8 feet. The beam of the vessel 10 when in the on water mode is 16 feet, since the beam in that mode includes the width of the two wing sections 84 and 86, each of which includes 2 rows 36 of floatation modules 20.

FIG. 13 provides a detailed drawing of one possible hinge 90 used to attach a wing section to a main hull section. The hinges 90 serve as a primary connection between the main hull section 88 and the wings 84 and 84, allow the wing sections to be pivoted from the on water to the on land positions and vice versa, and secure the wings in the on water position. As such, the hinges should be sufficiently strong to support the wings in both the on water and on trailer positions. Hinges 90 are located on both the upper rails, and the lower rails. In FIG. 12, four hinges 90 are used on the upper rail, and three hinges 90 are used on the lower rail. It will be appreciated that the number of hinges and their locations on the various rails will depend upon the size of the wing, its location on vessel 10, and other factors.

The exemplary hinge 90 shown in FIG. 13 is a modified double half swaged type of hinge that has two leaves 92 and two leaves 94 (two leaves on both sides of the pin) bolted directly to a longitudinally extending upper rail of the corresponding hull section. Thus, leaves 92 are bolted to upper rail 96 of wing section 86, and leaves 94 are bolted to upper rail 98 of main hull section 88. The hinge leaves 92 and 94 have stand-off rails 100 that abut one another adjacently when the hinges are closed—that is, when the vessel 10 is in the on water mode. The stand-off rails 100 provide for significant strength for the hinge. A pin 95 is inserted into the barrels 97 of hinges 90. The pin is removable so that the hinges may be quickly disconnected.

Similarly, three hinges 90 are located on the bottom rails. Thus, hinge leaves are bolted to bottom rail 66 of wing section 86, and hinge leaves are bolted to the bottom rail 99 shown in FIG. 12. Because the wing section 86 is shown in the on trailer position in FIG. 12, the three lower hinges have their pins 95 removed and the hinges are thus disconnected. It will be appreciated that when the wing section is lowered to its on water position, the hinge barrels align and the pins 95 are easily inserted therein to interconnect the hinge halves.

The wings 84 and 86 are locked in the on water position by virtue of the pins 95 inserted into the hinges 90 in order to stabilize the vessel. The pins 95 are preferably secured in the hinges with a locking pin or other equivalent locking device. This prevents inadvertent removal of a pin from a hinge.

In FIG. 14 the same vessel 10 that is shown in FIG. 12 is illustrated with wings 84 and 86 in the on water position, with the vessel juxtaposed above a trailer 110. Trailer 110 is custom built to hold vessel 10 and includes an upright member 112 that is received into bracket 76 on the bow 12 of the vessel and may be secured thereto. Opposite upright members 114 (one of which is shown) similarly attach to brackets (not shown) on vessel 10 to attach the vessel to and support the vessel on the trailer. Additional supports and physical attachment points may be added as necessary, depending upon the size and weight of the vessel 10. Because the vessel 10 is very strong and light, the vessel needs longitudinal support at only one or two longitudinal locations. Stated another way, the longitudinal span between trailer supports may be significant because the vessel is very stiff and strong, yet very light compared to a conventionally constructed vessel of equivalent size. This significantly reduces the materials needed to manufacture the trailer, and thus its costs.

Trailer 110 is a single axle trailer that has two wheels 116 and 118. When vessel 10 is loaded onto trailer 110, wheels 116 and 118 reside in rows 36 c and 36 f, respectively. As may be seen, the section of these rows where the wheels reside do not include floats 22. As such, the wheels reside in the interior of the cages 24 in those sections. As a result, the overall height of the trailer deck above the road is significantly less than the case where the vessel is required to clear the wheels in the vertical direction.

Turning now to FIG. 15, vessel 10 is of the same configuration shown in FIG. 1, but is shown with the lateral, foldable wings folded into the on trailer position, and the vessel is shown on a trailer. Vessel 10 has three foldable wing sections on each of the port and starboard sides. The port side wings are labeled with reference numbers 126, 128 and 130 moving from bow to stern. The starboard side wings are numbered 132, 134 and 136. Each wing section is connected to the main hull section with multiple hinges as detailed above. The combined width of the forward most wing sections 126 and 132 is less than or equal to the width of the main hull section so that the wing sections lie flat when they are in the on road position shown in FIG. 15. It has been found that a personal watercraft 200 may be stowed securely between the exposed barrels in the wing sections, with the hull of the personal watercraft nested between the barrels. Watercraft 200 may be lifted into position with davit 140 and tied down with standard straps and the like.

Trailer 120 has a slightly different configuration from trailer 110 described with respect to FIG. 14, primarily because vessel 10 of FIG. 15 is somewhat larger and requires a trailer capable of carrying a heavier load. Thus, trailer 120 is a dual axle trailer that has wheels 122 and 124. When the vessel is loaded onto the trailer, the wheels rest in the unpopulated cages—that is, the floatation modules 20 that do not have floats 22 in them. The vessel shown in FIG. 15 may be launched at a conventional boat launching ramp.

Reference is now made to the series of FIGS. 16 through 19, which illustrate yet another different configuration of a vessel 10 according to the present invention. The vessel 10 in FIGS. 16 through 19 is similar in some respects, as noted below, to the vessel 10 shown in FIG. 10. However, the vessel in FIGS. 16 through 19 includes an integral trailer that is defined by a pair of wheels 116 and 118 that are attached to the vessel at all times and a hitch assembly 200. With reference to FIG. 19, vessel 10 includes four rows 36 of floatation modules 20, the two interior rows (rows 36 b and 36 c) each having three separate modules 20 and a forward nose cone 26, and the two outer rows (i.e., port row 36 a and starboard row 36 d) having two floatation modules 20 and one cage 24 that is not populated with a float 22. The unpopulated cages allow room for wheels 116 and 118, which are attached to the outer opposite ends of an axle 150 that is attached to the hull of the vessel, and more specifically to the longitudinal rails that define the substructure of the vessel's hull. Although the vessel 10 shown in FIG. 16 is designed to operate in the water with the wheels attached to the hull, preferably, the wheels 116 and 118 and the axle 150 are bolted onto the substructure so that they may be removed if necessary, for maintenance and the like. It will be appreciated that in addition to the structures shown in FIG. 16, there are many equivalent ways that wheels may be attached to the hull of a vessel 110. Moreover, with a vessel that has a larger hull the hull may have dual and even triple axle combinations if necessary.

Vessel 10 includes deck panels 30 that define the deck and a peripheral rail 70. Vessel 10 includes a railing system identified generally with reference number 160, and which includes plural vertical stanchions 162 that may be interconnected with a top rail shown generally at 164. The railing system extends around the periphery of the vessel and may optionally include side panels 166, which may be fabric or netting panels, or panels made from other materials such as aluminum or wood, and access gates and the like.

Vessel 10 includes an integral hitch assembly 200 that is permanently attached to the stern 14 of the vessel. As such, it will be recognized that when the vessel is being towed on land it is being towed stern-first—that is, with the stern oriented toward the towing vehicle and the bow 12 of the vessel at the rear of the towing vehicle/trailer combination. This orientation provides a variety of benefits, which are detailed below. Hitch assembly 200 is defined by a hitch arm 202 that is securely attached to and extends from the vessel 10 along the longitudinal centerline of the vessel. A base support strut 204 is fixed to the end caps 38 of cages 24 in rows 36 a and 36 b at the port side of the vessel—that is, the base support strut 204 runs from the hitch arm 202 to the port side of the vessel. A horizontal angled strut 206 has its first end attached to the hitch arm 202 and its second end attached to the outer end of the base support strut 204. A vertical angled strut 210 runs from hitch arm 202 to the peripheral rail 70. The combination of hitch arm 202 with base support strut 204 and horizontal angled strut 206 defines a triangular area that is covered with a deck plate 212 that defines a combined swim step and platform on which to stand while the vessel is being launched, serviced, etc. The distal end of hitch arm 202 is defined by a tongue 214 on which is mounted a standard towing hitch 216. Preferably tongue 214 is easily removed from the hitch arm and may be, for example, a metal tube that slides into hitch arm 202 and is retained in place with a retaining pin or bolt.

A tongue jack 230 is attached to vertical angled strut 210 and may be pivoted about the attachment point to the strut between an up or storage position (not shown) and a down position, which is illustrated in FIGS. 16 and 17. The tongue jack may either be permanently attached to strut 210 or may be attached to the strut so that the jack is easily removable, for instance when the vessel is in the water. The tongue jack may similarly be attached to hitch arm 202, so long as the attachment between the jack and the hitch arm does not interfere with installation or removal of tongue 214, as detailed below.

As may be seen in the figures, motor 32 is a standard marine outboard motor that is attached to a motor mount 220 on the stern of the vessel and located just to the starboard side of hitch arm 202.

When vessel 10 shown in FIGS. 16 through 19 is in the water with a typical load for the particular vessel the waterline is just below the lower portions of the swim step. When in the water, tongue 214 is typically removed.

As noted previously there are numerous benefits derived from the vessel configuration shown in FIG. 16 in which the hitch assembly is located at the stern of the vessel and the vessel is towed stern—to the towing vehicle. For example, the overall length of the trailer (the trailer being the vessel when being towed on land) is significantly less than a conventional vessel that is loaded onto a conventional trailer and towed bow—to the towing vehicle with the engine at the rear. Thus, because the engine 32 in the present invention is located between the towing vehicle and the trailer, the overall towing length of the trailer/vessel is reduced by the distance that the motor extends from the stern of the vessel. In addition, the hitch assembly is required to be structurally strong enough to support the load of the vessel when it is being towed. Because the structural components that define the hitch assembly are located at the stern of the vessel, a swim step may be incorporated onto those structures.

Launching the vessel 10 shown in FIG. 16 is different from a conventional boat that is carried on a trailer, since in this case the trailer is carried by the boat and does not separate from the trailer as is typically the case. Thus, when the vessel shown in FIG. 16 is backed down a launch ramp, the bow of the vessel enters the water first. When the vessel is backed a sufficient distance into the water, the tongue jack 230 is pivoted from the up or storage position to the down position shown in FIG. 16. The hitch 216 is released and the jack is operated to raise the stern of the vessel relative to the towing vehicle. When the vessel has been raised sufficiently high relative to the vehicle, the hitch disengages from the trailer ball and the towing vehicle may then be driven away from the vessel. At this time, the tongue 214 may be removed from arm 202 by removing the pin that retains the tongue in the arm, and removing the tongue. With the tongue 214 removed, the stern of the vessel 10 may be lowered by lowering the jack and the tongue will not hit the ramp, regardless of how steeply angled the ramp might be. By lowering the jack, vessel 10 is floated completely. At this time the jack may be removed and stored. This process is reversed to reconnect the vessel to the towing vehicle.

It will be appreciated that it is important that the jack must be attached to the vessel in a position and in a manner that does not interfere with removal or installation of the tongue 214. Conventional trailers have the jack attached directly to the tongue of the trailer. However, if this configuration were used with the present invention, it would not be possible to remove of the tongue while the vessel was supported by the jack. Therefore, the jack 230 must be mounted in a manner which allows easy removal of the tongue.

It will be appreciated that the trailer and hitch assembly components shown in the vessel 10 of FIG. 16 may be incorporated in other vessel configurations as described herein, for example, the vessel shown in FIG. 15.

From the foregoing detailed description in combination with the drawings it is apparent that a marine vessel manufactured according to the principals of the invention may be made in many different configurations and sizes. Because the basic construction model calls for a modular floatation module—custom frame pieces can be easily shipped across the U.S. or even across the world. Decking and floatation barrels may be sourced locally. Shipping costs are dramatically reduced compared to the costs of shipping conventional boats because the various trusses and struts used to manufacture the hull are relatively light weight and many components may be obtained by the customer at the customer's location.

Boats according to the present invention are simple to manufacture and in testing have been shown to be very light weight, strong and seaworthy. For example, a basic hull of the type shown in FIG. 3 with aluminum framing and marine plywood for decking material weighs about 2000 lbs and will safely carry 14 people at 141 lbs average weight, or two people and a centered and secured load of 4000 lbs.

The vessel 10 described herein defines a longitudinal axis that is parallel to the direction of travel in the water. Each foldable wing section is defined by a lateral section that is hinged to the main or center section of the hull along a longitudinal joint. Although in the illustrated embodiments, the vessel comprises a main center section and opposed lateral sections, a vessel according to the present invention may be built with a single lateral section. Note that the wing sections may be divided into separately hinged sections, exemplified by the configuration shown in FIG. 15.

Vessels made according to this invention may be used for any variety of purposes, including for example:

-   -   floating docks;     -   barges;     -   houseboat platforms;     -   rolling houseboats;     -   duck blinds; and     -   personal watercraft trailers that double as floating party         platform and dock.

The vessel 10 according to the invention is very stabile and seaworthy. An appropriately sized vessel is capable of easily carrying a conventional camper of the type that is normally carried on the back of a pickup truck. With returning reference to FIG. 1, a davit or crane hoist 140 may be attached to the deck of vessel 10. Because the vessel is very stabile, the davit 140 may lift a 1000 lb weight onto and off of the deck without unduly tipping vessel 10. As an example, the davit may be used to hoist a personal watercraft onto the deck from the water, or launch such a watercraft from the deck.

The vessel 10 may be built from a kit. The component parts necessary to build the basic framework hull of the vessel are gathered together by the manufacturer and shipped to the customer in a disassembled state. The kit may be specified to contain no rails or other parts longer than about 12 feet in length, which greatly simplifies shipping. The kit typically would include all of the aluminum (or other metal) rails, struts and trusses, hardware, nose cones and other parts needed to assemble the vessel. The customer could obtain floats locally, or order them from the manufacturer.

Those of ordinary skill in the art will readily recognize from the foregoing description and the attached drawings that many different configurations of vessels that are equivalent to the vessel defined in the claims may be made. One such alternative is a vessel that has trailer wheels attached directly to the framing materials in the hull. Such a vessel may have a trailer tongue attached to the bow of the vessel, either permanently or removably.

While the present invention has been described in terms of a preferred embodiment, it will be appreciated by one of ordinary skill that the spirit and scope of the invention is not limited to those embodiments, but extend to the various modifications and equivalents as defined in the appended claims. 

1. A marine vessel, comprising: a hull having a bow end and a stern end; a deck attached to the hull; at least two wheels attached to the hull; and a hitch assembly attached to the stern end of the vessel.
 2. The marine vessel according to claim 1 wherein the hull is defined by a plurality of floatation modules, each floatation module defined by a frame having lateral and longitudinal support members, and a plurality of floats, each float captured in a frame.
 3. The marine vessel according to claim 2 wherein the hull further includes at least two frames that are not populated with floats.
 4. The marine vessel according to claim 3 wherein the wheels are housed in the at least two frames that are not populated with floats.
 5. The marine vessel according to claim 1 wherein the hitch assembly comprises a frame assembly that includes a tongue attached to the vessel and a hitch on a distal end of the tongue.
 6. The marine vessel according to claim 5 wherein the vessel includes an engine mounted on the stern of the vessel.
 7. The marine vessel according to claim 6 wherein said hitch assembly includes a hitch that is attachable to a land vehicle, and wherein when said marine vessel is attached to said land vehicle the stern of the vessel is oriented toward the land vehicle.
 8. The marine vessel according to claim 7 wherein the hitch is mounted on a tongue that is removably attached to the vessel, and wherein the hitch assembly further comprises a jack.
 9. The vessel according to claim 8 wherein the jack is removably attached to the hitch assembly and is movable between a storage position and a use position, and wherein the hitch may be removed from the hitch assembly when the jack is in either position.
 10. The marine vessel according to claim 1 wherein the hitch assembly includes a swim step.
 11. A marine vessel having a bow and a stern, comprising, a modular hull defined by plural floatation modules arranged into plural rows, wherein each floatation module defines a frame structure having an interior space, and plural float members, each retained in a frame, wherein at least two frame structures do not include float members; a wheel in each of the at least two frame structures that do not include float members; a towing hitch on the stern of the vessel.
 12. The marine vessel according to claim 11 including an axle interconnecting the two wheels, said axle attached to the hull.
 13. The marine vessel according to claim 11 including a deck supported on the hull.
 14. The marine vessel according to claim 11 wherein the towing hitch further includes a frame assembly on which a hitch and a jack are mounted, wherein the hitch is removable from the frame assembly independently of the jack.
 15. A marine vessel, comprising: a hull having a bow and a stern and said hull having a width, said hull defined by plural floatation modules arranged into plural rows, said hull further defined by at least two wheels attached to the hull so that said wheels remain attached to said hull when said vessel is floating and when said vessel is on land; and a hitch assembly attached to the stern of the vessel, said hitch assembly defined by a frame having a hitch support arm and a tongue with a hitch removably attached to a hitch support arm, and a jack attached to the frame, wherein the jack is movable between a storage position and a use position, and wherein the tongue and hitch may be removed from the hitch support arm regardless of the position of the jack. 